Locomotive stoker



C. J. SURDY LOCOMOTIVE STOKER Filed June 20, 1956 INVEMOR, /za'f/s 6dr y ATTORNEYS BYJ Patented Mar. 1, 193s y y 2,109,980

UNITED STATES PATENT forties LOCOMOTIVE STOKER Charles J. Surdy, Tuckahoe, N. Y., assignor, by mesne assignments, to The Standard Stoker Company, Inc., New York, N. Y., a corporation of Delaware Application June 20, 1936, Serial No. 86,281

4 Claims. (Cl. 198-15) This invention relates to stokers for use in suprigidly mounted on the locomotive by means of plying coal from a tender to an inter-coupled angle bars such as I5 which secure the delivery locomotive. portion of the conduit section to the boiler back- The main object of the invention resides in the head I6, and also bythe bracket il?. 5 provision of a locomotive stoker comprising a The lower end of the forward conduit sec- 5 non-extensible and non-contractible flexible tion I2 is formed with a spherical seat I8 to reconveyor system having a section mounted on ceive the spherical ball member I9 of the interthe tender in a manner so that its principal momediate conduit section I4, and constituting tion is longitudinal with respect thereto. therewith between the two conduit sections a 10 Specifically, the present invention contemplates universal joint connection 20 disposed on the lo 10 the improvement, in structures of the above comotive A and preferably beneath the cab deck character, which consists in mounting the speed 2I. From the joint connection 2t, the intermered'uction gearing for the conveyor system rigidly diate conduit section I4 extends rearwardly to on the tender and providing an extensible and the tender B where it is universally connected at l5 contractible driving connection between the mov- 22 to the front end of the trough section I3. 15 able conveyor system and the rigidly mounted This joint connection 22 is formed by the hollow speed reduction gearing. spherical shell 23 of the trough section I3 and `Another object of the invention resides in the the vertically split spherical clamp 2li of the provision of a flexible conveyor system which is intermediate conduit section I 4 fitting over the i0 so arranged that, While it may move with respect shell 23. Rotation of the intermediate conduit 20 to the tender, the conveyor system does not act section I4 is prevented by means of the circular as a support for the conveyor drive gearing, the lug 25 on the shell 23 tting in the groove 26 latter being rigidly mounted on the tender at the of the clamp 2t. Thus, it will be understood the rear of said conveyor system and having a tele conduit sections are universally connected and 25 scopic driving connection therewith. tied together at their adjacent ends, constitut Further objects and advantages will become ing a non-extensible and nonecontractible exapparent as the following specification is read ible conduit system providing articulation bein connection with the accompanying drawing, tween the conduit section I2 on the locomotive in which and the conduit section I3 on the tender. It will Fig. 1 is a central vertical longitudinal section be observed there is nov longitudinal movement 30 through adjacent ends of the locomotive and between the conduit sections.

tender, with the improved conveyor system ap- Longitudinal movement of the conduit system plied thereto, and shown partly in elevation and as a whole with respect to the tender required partly in similar section; when the locomotive and the tender traverse a Fig. 2 is a transverse section taken on the curve, or when coupling up a train of cars, is 35 line 2--2 of Fig. l; provided by the novel mounting of the trough Fig. 3 is a section in plan taken on the line section I3 on the tender as now to be described. 3 3 of Fig. l; and This trough section I 3, positioned beneath the Fig. 4 is an enlarged sectional view taken on apertured oor 2t of the fuel bin Ill to receive the line 4-4 of Fig. 3. the fuel therefrom, is mounted in the tender for 40 On the drawing, the intercoupled locomotive longitudinal movement only with respect thereto, and tender are shown with the locomotive indimeans being provided restraining any apprecated at A, the tender at B, and the coupling ciable lateral and vertical movement of the connection therebetween at C. This connection trough section E3. Preferably, although not may be of any well known construction permitnecessarily, the trough section i3 is slidably 45 ting articulation between the locomotiveand the mounted on or supported from the underframe tender, and also providing for the usual amount 29 by the rollers 3u mounted on bearings 3i carof longitudinal movement between them. ried by longitudinally spaced transverse brackets Fuel is transferred from the fuel bin IIl of 32, 33, depending from the trough section adthe tender B to the firebox of the locomotive jacent opposite ends thereof and arranged with 50T boiler II by the stoker S which includes a nonthe bearings for the rollers positioned slightly extensible and non-contractible flexible conveyor above the underframe whereby the rollers, when system, comprising a forward section I2, a rearmounted on the bearings, rest upon the frames. ward trough section I3, and an intermediate The rollers 30 are received in laterally spaced 5 section I4. The forward conduit section I2 is longitudinally extending guideways formed by 55 the parallel channel bars 34, 35. As shown, these channel bars are integral with the underframe 29, although channel bars separable from the frame may be employed. Each channel bar includes an upright leg 36, an inwardly directed top ledge 31 and a bottom or supporting ledge 38, which, as shown, is formed by the top wall of the under-frame 29. The rollers are guided in the channel bars, but spaced close to the upright legs 35 whereby the legs prevent any substantial swinging movement of the trough section- I3; likewise, the rollers 38 are fitted closely between the ledges 3'! and 38 to prevent any substantial vertical movement of the trough section. However, as shown in Fig. 2, sufficient space between the rollers 3D and channel bars 34, 35 is provided to permit free longitudinal movement of the trough section I3 with respect to the tender. It will be understood that the spacing between the rollers 30 and channel bars 34, 35, as shown in Fig. 2, is exaggerated somewhat in order to secure clarity of illustration.

Fuel is conveyed through the conduit system by a screw conveyor, comprising sections IIB, 4I and 42, universally connected at their adjacent ends at 43 and M, the universal joints 43 and M being positioned respectively within the universal connections 2B and 2l of the conduit system. The screw conveyor is -driven from its rearward end by means including the drive gearing t5.

During normal operation of the locomotive and tender, the conduit sections I4, I3 rearward of the universal connection 2B are, in effect, pulled along forwardly by the forward conduit section I2. This places a strain on the universal connection 2t and the boiler backhead I6 because the forward conduit section I2 is secured to the latter. In a smaller degree, a strain is also imposed upon the universal joint 23. In order to reduce the strains which would otherwise be imposed on the forward conduit section I2 and the boiler backhead I6, I reduce the weight of conduit system rearward of the universal connection 2E).

This result is accomplished by mounting the drive gearing l5 rigidly on the tender at the rear of the trough section I3. Specifically, the drive gearing 45 consists of speed reducing gears i6 which operatively connect the power shaft 4"! and the power take-01T shaft 58. The gears d5 and associated shafts M, 48 are carried by the housing I9 and the cover 53. Bolts 5I rigidly secure the housing I9 for the drive gearing t5 to the underframe 29 of the tender. The power shaft 4I is driven from any suitable motor or other prime mover.

Gear housing 59 is so mounted on the tender that the axis of the power take-off shaft I8 is in approximate alignment with the axis of shaft 52. The latter is carried by the trough section I3 in a bearing 58 and has an operative'connection at 54 with the conveyor screw section 4i). Between the adjacent ends of the screw section ill and the bearing 53, the shaft 52 carries thrust washers 55.

At its forward end, the power take-off shaft 48 is provided with an enlarged portion 56 having an internal rectangular shaped socket 5I. The rearward end of the shaft 52 is provided with an enlargement 58 which engages the socket 5'.' to form a driving connection between the shafts 43 and 52. As shown, the enlargement 58 is free to slide longitudinally within the socket 5I during longitudinal movement of the trough conduit section I 3 and at the same time maintains a driving connection between the shafts 48, 52. In order to allow for slight misalignment of the shaft 48, 52 and also for slight vertical and lateral movement of the trough section I3 because of the spacing between rollers 30 and channel bars 34, 35, the outer surfaces of the enlargement 38 of the shaft 52'are curved slightly in longitudinal extent.

From the foregoing, those familiar with railway rolling stock will recognize that my invention provides an improved stoker fired locomotive and tender embodying a very practical, light weight, and ecient non-extensible and noncontractible, flexibly related con-duit system secured at one end to the locomotive and at the other comprising a trough section slidably mounted in the tender for movement with respect thereto, which is principally longitudinal.

This construction obviates the necessity for telescopic members between the conduit sections, thereby simplifying the conveyor organization. It has the further advantage of maintaining at all times the universal joints of the screw sections within the universal joints of the conduit sections, providing true universal movement be tween the screw conveyor and the conduit sections, and also avoiding the necessity for longitudinal movement of the screw conveyor in the conduit organization, thereby minimizing the abrasive or cutting action of the screw conveyor.

The important feature of mounting drive gearing I5 separately from the conveying system is of special advantage in this construction because it reduces the strains imposed upon parts of the locomotive and upon the forward end section I2.

I claim:

1. In combination with an intercoupled locomotive and tender, the former having a flrebox and the latter a fuel bin, a flexible conveyor system for transferring fuel from the tender to the locomotive rebox comprising a conduit supported wholly on the tender for movement longitudinally with respect thereto, means for restraining lateral movement of said conduit with respect to said tender, a conduit mounted on the locomotive and being secured thereto against longitudinal movement, an intermediate conduit establishing communication between the first and second named conduits, said intermediate conduit being inextensible in length and being said conveying means, said drive means including a speed reduction unit rigidly mounted on the tender rearward of and separate from the first named conduit and having a slidable driving connection with said conveyor screw in approximate axial alignment therewith.

2. In combination with an intercoupled locomotive and tender, the former having a firebox and the latter a fuel bin, a flexible conveyor system for transferring fuel from the tender to the locomotive rebox comprising a conduit supported wholly on the tender for movement longitudinally with respect thereto, means for restraining lateral movement of said conduit with respect to said tender, a conduit mounted on the locomotive and being secured thereto against longitudinal movement, an intermediate conduit establishing communication between the first and second named conduits, said intermediate conduit being inextensible in length and being flexibly related with the first and second named conduits, conveying means in said conduit system including a conveyor screw in the rst named conduit, and drive means for operating said conveying means, said drive means including a speed reduction unit rigidly mounted on the tender rearward of and separate from the first named conduit and having a sliding iiexible driving connection with said conveyor screw in approximate axial alignment therewith.

3. In a locomotive tender, a stoker conduit supported wholly on the tender for longitudinal movement with respect thereto, means for restraining lateral movement of said conduit with respect to said tender, a conveyor screw in said conduit, and drive means for operating said conveyor screw, said drive means including a speed `reduction unit rigidly mounted on the tender rearward of and separate from said conduit and having a slidab'le driving connection with said conveyor screw in approximate axial alignment therewith.

4. In a locomotive tender, a stoker conduit supported wholly on the tender for longitudinal movement with respect thereto, means for restraining lateral movement of said conduit with respect to said tender, a conveyor screw in said conduit, and drive means for operating said conveyor screw, said drive means including a speed reduction unit rigidly mounted on the tender rearward of and separate from said conduit and having a sliding flexible driving connection with said conveyor screw in approximate axial alignment therewith.

CHARLES J. SURDY. 

